• Journal of Distribution Science
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• v.9 no.1
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• pp.17-27
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• 2011

As the world becomes more globalized, business competition becomes fiercer, while consumers' needs for less expensive quality products are on the increase. Business operations make an effort to secure a competitive edge in costs and services, and the logistics industry, that is, the industry operating the storing and transporting of goods, once thought to be an expense, begins to be considered as the third cash cow, a source of new income. Logistics centers are central to storage, loading and unloading of deliveries, packaging operations, and dispensing goods' information. As hubs for various deliveries, they also serve as a core infrastructure to smoothly coordinate manufacturing and selling, using varied information and operation systems. Logistics centers are increasingly on the rise as centers of business supply activities, growing beyond their previous role of primarily storing goods. They are no longer just facilities; they have become logistics strongholds that encompass various features from demand forecast to the regulation of supply, manufacturing, and sales by realizing SCM, taking into account marketability and the operation of service and products. However, despite these changes in logistics operations, some centers have been unable to shed their past roles as warehouses. For the continuous development of logistics centers, various measures would be needed, including a revision of current supporting policies, formulating effective management plans, and establishing systematic standards for founding, managing, and controlling logistics centers. To this end, the research explored previous studies on the use and effectiveness of logistics centers. From a theoretical perspective, an evaluation of the overall introduction, purposes, and transitions in the use of logistics centers found issues to ponder and suggested measures to promote and further advance logistics centers. First, a fact-finding survey to establish demand forecast and standardization is needed. As logistics newspapers predicted that after 2012 supply would exceed demand, causing rents to fall, the business environment for logistics centers has faltered. However, since there is a shortage of fact-finding surveys regarding actual demand for domestic logistic centers, it is hard to predict what the future holds for this industry. Accordingly, the first priority should be to get to the essence of the current market situation by conducting accurate domestic and international fact-finding surveys. Based on those, management and evaluation indicators should be developed to build the foundation for the consistent advancement of logistics centers. Second, many policies for logistics centers should be revised or developed. Above all, a guideline for fair trade between a shipper and a commercial logistics center should be enacted. Since there are no standards for fair trade between them, rampant unfair trades according to market practices have brought chaos to market orders, and now the logistics industry is confronting its own difficulties. Therefore, unfair trade cases that currently plague logistics centers should be gathered by the industry and fair trade guidelines should be established and implemented. In addition, restrictive employment regulations for foreign workers should be eased, and logistics centers should be charged industry rates for the use of electricity. Third, various measures should be taken to improve the management environment. First, we need to find out how to activate value-added logistics. Because the traditional purpose of logistics centers was storage and loading/unloading of goods, their profitability had a limit, and the need arose to find a new angle to create a value added service. Logistic centers have been perceived as support for a company's storage, manufacturing, and sales needs, not as creators of profits. The center's role in the company's economics has been lowering costs. However, as the logistics' management environment spiraled, along with its storage purpose, developing a new feature of profit creation should be a desirable goal, and to achieve that, value added logistics should be promoted. Logistics centers can also be improved through cost estimation. In the meantime, they have achieved some strides in facility development but have still fallen behind in others, particularly in management functioning. Lax management has been rampant because the industry has not developed a concept of cost estimation. The centers have since made an effort toward unification, standardization, and informatization while realizing cost reductions by establishing systems for effective management, but it has been hard to produce profits. Thus, there is an urgent need to estimate costs by determining a basic cost range for each division of work at logistics centers. This undertaking can be the first step to improving the ineffective aspects of how they operate. Ongoing research and constant efforts have been made to improve the level of effectiveness in the manufacturing industry, but studies on resource management in logistics centers are hardly enough. Thus, a plan to calculate the optimal level of resources necessary to operate a logistics center should be developed and implemented in management behavior, for example, by standardizing the hours of operation. If logistics centers, shippers, related trade groups, academic figures, and other experts could launch a committee to work with the government and maintain an ongoing relationship, the constraint and cooperation among members would help lead to coherent development plans for logistics centers. If the government continues its efforts to provide financial support, nurture professional workers, and maintain safety management, we can anticipate the continuous advancement of logistics centers.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.1
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• pp.107-116
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• 2022

Local management trade ports are small-sized trade ports, which require active operation to strengthen the local cities' economic power and enhance the local industries' added value. In addition, local management trade ports should berth ships larger than the existing ships to increase efficiency and keep up with the international trend where ships are becoming larger. Furthermore, they should also prepare operating standards. This study selected Okgye Port among local management trade ports. We performed a mooring safety simulation evaluation according to the scenario where a 50,000 DWT vessel is moored at the current 20,000 DWT class pier. The emergency departure criteria were 27kts at 3.2s of wave period and 22kts at 5.0s of wave period at the existing pier. Results showed that mooring limit condition increased by about 50% to 41kts at 3.2s of wave period and 36kts at 5.0s of wave period. This study can be used for strengthening mooring facilities and setting operational standards for safe port operation when large ships are berthing.

• Journal of the Korean Society of Costume
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• v.29
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• pp.5-22
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• 1996

the present thesis aims to contribute to the further development of the men's wear indus-try in Korea which now confronts the need to adjust itself more actively to the conditions of the coming age of internationalization and free trade. To achieve this this thesis suggests the trade should provide for the changing domestic needs on theone hand and refine its wares as high value-added products in compe-tition with those from the advanced countries in fashion industry on the other, The history of the 'suit' the standard men's attire dates back to 1850 when the 'Ditto suit' was introduced composed of coat waist coat vest and trousers to remain virtually unchanged till the end of the nineteenth cen-tury and the modern men's wear originated in Britain. In Korea since the introduction of western clothes from 1876 custom-made suits had been dominant until 1944 while western clothes earned popular currency between 1945 and 1964 and ready-made suits began to spread with their advantages recognized in terms of practicality convenience and functionality The next phase from 1965 to 1985 witnessed the establishment of a number of ready-made brands although custom-made suits stayed in their height of prosperity until 1975. The turn-ing point for the men's wear industry came in 1975 when high-calss ready-made brands be-gan to turn up with the arrival of large companies in the market matching the change in consumers' life style. The men's wear market went through further diversification and specialization dur-ing the years between 1985. and 1990. Around the year 1990 however the expansion of the business suit industry came to slow down ac-companied by an oversupplied market. The fashion of pragmatism in the 1990s called for the growth of the casual wear department and as consumers' life style became more and more individualized conscious dressing in accord ance with T.P.O established itself as an important branch of culture, Such casual boom is likely to aid in promoting Korea's men's wear indus-try to peer with that of advanced countries. Consumers' fashion sense is now ahead of the trade's as well as being shortcycled highly individualized stylized and diversified. To meet consumers' demands under such circum-stances each company is required to develop its unique soft Know How based on accurate information and strategically specialized plan-ning. The trade should convert its hithero producer-oriented strategy to a new consumer oriented one and actively lead the needs and purchasin g pattern of consumers by providing an efficient and reasonable price policy with optimum supply of merchandise and also by presenting 'our' trend suited to our circum-stances.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.58
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• pp.237-263
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• 2013

Traditionally, a L/C (letter of credit) has been known as a relatively low risk method of payment. This is why L/C has been used in international trade. However, L/C has a number of weak points such as high cost, long processing time, and complicated documents. Using an electronic L/C is one way to solve those weak points. In Korea, there are two types of electronic L/C. One is the EDI (Electronic Data Interchange) based L/C and the other one is the XML (Extensible Markup Language) based L/C. The former, established in 1990's, is sent from banks to the beneficiary solely through VAN (Value Added Network, KTNET) operators. On the other hand the latter, started in 2005, is sent from banks to KFTC (Korea Financial Telecommunications & Clearings Institute) for management of the L/C balance, as well as to KTNET. So far, paper L/C and EDI based L/C have been used overwhelmingly instead of XML based L/C in spite of the aforesaid disadvantages. In this paper, the authors examined empirically why the users of electronic L/C were reluctant to use XML based L/C. The results are as follows. First, the users of paper L/C were more dissatisfied than the users of electronic L/C due to many factors such as cost, the time required, and information reuse. Second, the users who have more experience with XML based L/C wanted to adopt integrated management with EDI based L/C more than the users who had not experienced XML based L/C. Third, the users who had used more than one form of L/C wanted to adopt integrated management to EDI and XML based L/C more than the users who had only used one form of L/C. Therefore, the authority for electronic L/C should consider a change of the policy from the XML based electronic L/C oriented to integrated management of the various types of L/C.

• Journal of Navigation and Port Research
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• v.36 no.10
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• pp.883-888
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• 2012

Recently, the logistics industry in Asia is growing rapidly mostly with Chinese economic development. A variety of studies have been carried out to reduce the logistic cost under the situation that the global freight traffic continues to increasing. The Short Sea Shipping(SSS) system, a multi modal transport system centered around coastal shipping to realize high value-added logistics, achieved considerable success in EU. To implement the SSS system in Korea, it is necessary to develop the various essential technologies related to development of efficient ships and port facilities, including equipment for loading and unloading containers, operating and managing systems for freight terminals and technologies for tracking and securing containers. The present paper focuses on the survey of the current essential technologies available for implementation of the SSS system and suggests the direction of future development in the technologies.

• International Commerce and Information Review
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• v.12 no.3
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• pp.55-78
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• 2010

This study analyses recent development of digital contents industry. The purpose of this study is to show how the convergence phenomenon is occurring in the digital contents industry. Furthermore, this study examines the influence of digital convergence on the digital contents industry. The characteristics of the digital contents industry falls roughly into three features. To begin with, technical aspect of the industrial feature is that digitalized contents can be used in various digital devices, namely OSMU(One Source Multi Use). The second feature is related to protection of copyright against illegal file sharing and downloading. One final point is that platform for distribution channels has been universal by digital convergence. To sum up, the notable feature of digital contents industry is high value-added. Also, digital contents industry is composed of users, digital device, network, and universal contents. Users are the key component of digital contents industry, who is distinguished from consumers. Digital devices such as mobile phone, PDA can play all kinds of digital contents and make users communicate in two-ways. Portable devices also allow the users to consume digital contents at any place. Digital contents can be distributed by both wire and wireless networks. And most of transactions can be made through networks. There are three key issues about digital convergence. Entry barriers for market become lowered; the age of contents users is changed from old generation to young generation. And the form of contents devices is changing rapidly. Traditional contents field such as movie, music, broadcasting, publishing, animations are combined into one digital contents territory. As a result, this paper suggests that digital convergence phenomenon will be accelerating for the future. According to the result of this study, the advent of digital convergence and e-Commerce will have significant influence on trade of digital contents.

• The Journal of Industrial Distribution & Business
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• v.10 no.5
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• pp.21-26
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• 2019

Purpose - The IT convergence industry, which is the subject of this study, is the main strategy field during the 4th industrial revolution era. Against this background, it is urgent to establish policy measures to survive and spread export products in the global industries. Research, design, data and methodology - In order to achieve this goal, we conducted the Importance - Performance Analysis (IPA) and found that it is necessary to develop tailor - made marketing support for small and medium sized IT exporters and to develop export strategy products with competitive technologies. Results - Above all, customized marketing support for IT export-related SMEs was needed. Next, in the first quadrant, strategic products, qualitative level, global, value added, and information systems were included, and it was found that 'development of export strategic products with competitive technologies' was necessary. In the third quadrant, related variables calculated at present time are not urgent variables. Conclusions - In this study, it would be necessary to calculate the additional implications of the variables that are not considered in this study, including future studies, because the methods considered here as analysis variables are carried out in comparison with the previous studies.

• Journal of Korea Port Economic Association
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• v.18 no.1
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• pp.107-134
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• 2002

Globalization of the industry induces the internationalization of any given manufacturing company's supply chain. Development of e-Commerce and Information Technology (IT) changes the logistics structure, making logistics information systems essential. Web-based connectivity and supply chains based on new technologies are becoming essential in the logistics industry. Customers are driving the implementation of systems to ensure timely, thorough, and accurate information, often with immediate access; in response, the Internet has propagated tracking and tracing systems. Value-added services are the key to successful intermediary activities. The nationwide Integrated Logistics Information System (ILIS) aimed to utilize existing and future information infrastructure and knowledge bases to build an integrated logistics information network that would provide comprehensive logistics information services for shippers and carriers in order to improve the efficiency of both inventory and information flows in their supply chains. The ILIS, as one of the seven national information networks, has provided various services, particularly services related to import/export and clearance. Though a survey concerning logistics information services shows rather positive results, shippers and carriers still require better services and reductions in EDI prices. Therefore, the role of the ILIS needs to be re-defined. Short-term plans for the ILIS contain ICD services and XML/EDI services, which are described in detail.

• Journal of Navigation and Port Research
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• v.32 no.7
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• pp.561-568
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• 2008

Due to the rapid changes in world trade and shipping environment, today's ports face ever-increasing competition, from adjacent competing ports. To this reason, port service quality has been recognized as an important strategy to take competitive advantage for those competition. In general, service quality has effect on customer loyalty, and customer loyalty is the resource to sustain competitive advantage which service providers or service producers. By improving customer loyalty, companies can get more benefits and added value. However, this causality qf port service quality has not been clearly identified. Thus, various empirical studies in relation to port service quality are needed. The aim of this study is to analyze the effect of perceived port service quality on customer satisfaction and loyalty. To achieve this aim, we established 8 hypotheses based on SERVPERF in order to test correlations of 5 dimensions of port service, port service quality, customer satisfaction, and customer loyalty. From the result of the hypothesis testing, we found that customer satisfaction and port service quality do not affect customer loyalty in spite of high effect of port service on customer satisfaction.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1998.10a
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• pp.241-253
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• 1998

By the rapid expansion of containerization and intermodel transportation in international shipping since the 1970's, the larger containerships have emerged and concentrated their calls at a limitted number of ports. Moreover, large-scale container terminals have been built to accommodate the ever-larger containerships, and the mordernization of terminal facilities and many developments in information technology etc. have been brought out. Thus, unlimited competition has been imposed on every terminal with neighbouring ports in Japan, Singapore, Hongkong and Taiwan etc. The purpose of this study is invested to suggest how the container terminal operators cope with unlimited competition between local or foreign terminals. The results are suggested as follows : First, transshipment cargoes, which the added value is high, is to be induced. Second, the function of storage is given on On-Dock Yard. Third. Berth Pool Operation System is introduced, especially in Gamman Container Terminal and Kwangyang Container Terminal. Fourth, the cargo handling charges is decided by terminal operator.